Internal-combustion engine



Apr. a, 1923. l www@ w. N. LQNG l l INTERNAL GGMBUSTION ENGINE' mled Mar. 29, v1921 ,1111111111155 ,A Y v 6/ Ill/111115111111119 Patented Apr. 3, 1923.

WILLIAM N. LONG, 0F SPRINGFIELD, OREGON.

INTERNAL-COMBUSTION ENGINE.

Application filed March 29, 1921.

To @ZZ whom t may concern.'

Be it known that I, WILLIAM N. L oNc, a citizen of the United States, residing at Springfield, in the county of Lane and State of Oregon, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines.

The primary-object of this invention is to produce an explosive engine, which will more perfectly utilize the expansive force incident to an explosion of gasoline vapor than now occurs in the usual engine.

The further objects are to produce an engine which will be simple in construction and one which will have a more balanced torque than is now possible in a single cylinder engine.

Another object is to secure more power from the same amount of gas utilized by turning into effective energy the force now applied against the usual cylinder head.

Other objects and advantages will be apparent duringv the course ofpthe following descri tion.

In t e accompanying drawings forming a part of this specification, and in which like numerals are employed to designate like parts throughout the saine,

Figure 1 is a cross-section of an engine embodying my invention.

Figure 2 is a side elevation of an engine partly in cross-section.

Figure 3 is a cross-section taken on the line 3-3 of Figure 1.

Figure 4 is a detail view of the valve operating mechanism.

It is well known that the ordinary internal combustion engine is! very inefficient due to several causes. all of which are familiar to those versed in the art and consequently need no further mention.

My engine overcomes many of these difiiculties, utilizing the cylinder head pressure to more evenly distribute the force of the explosion to the crank shaft, thereby maintaining a better balanced condition, which balance means more power.

In the accompanying drawings wherein for the purpose of illustration is shown a preferred embodiment of my invention, the numeral designates a crank case, and for the purpose of illustration, I have shown but a single cylinder engine in order to Serial No. 456,528.

simplify the drawings, the numeral 6 representing the usual cylinder having a water jacket 7, which provides a water space 8 around this cylinder.

A combined intake and exhaust port 9 is provided which connects with a valve chamber 11 wherein the intake and exhaust valves 12 and 13 are positioned. These valves are operated through a suitable system of levers and cams as shown at 14 and 15, and operated through the usual jeai` arrangement as shown at 16 and 17. This gear arrangement forms no part of the invention and is merely shown to illustrate an operative device.

A cylinder head 18 is attached to the cylinder 6. lVithin this cylinder is a piston 19, which will hereafter be called the outer piston. This piston is tubular in shape and provided with a cross wall 21. A port 22 is also provided therein. An inner piston 23 of the usual construction is adapted to reciprocate within the outer piston 19 and is connected by the usual connecting rod 24 with the crank shaft 25. Connecting rods 26 and 27 serve to attach the lower end of the outer piston 19 to suitable pivot points 28 and 29 to the crank shaft 25. The usual piston rings are provided in both the inner and outer pistons.

I provide a valve 31 in the cylinder head 18. This valve is provided with a-spring 32 of suiiicient tension to hold the compression when the outer cylinder is at its highest point of movement. Assuming that the outer piston is moved half its stroke upwardly when the engine is assembled, the air confined therein will be at atmospheric pressure and this will be termed the neutral position. Continued upward movement of the outer piston will result in a slight compression of the air contained within the piston chamber 19. Downward movement will result in this compressed air first returning to atmospheric pressure and further downward movement will then cause slight vacuum. This continued expanding and contracting of the confined air will act as a balance, and assist in the smooth running of the engine. Should the engine be assembled with the outer piston at its lowermost position, the upward stroke would compress the air beyond the tension of the spring 52, which will allow some air to escape which would effect a proper balance.

The head 18 should be attached to the engine when the outer piston is at the topinost portion in the cylinder the vacuum can be relieved by manually opening the valve 3l so as to admit air to the chamber, this being done when the outer piston isat or below its middle or neutral position.

If desired, the cylinder head of my engine might be removed and a suitable intake and exhaust valve placed therein, at which time, the upper portion -`could be utilized for compressing air for various purposes, such as pneumatic tools and for intiating tires and the like.

The operation of this engine is as follows: Assuming that a charge has been taken in the cylinder and that the parts are in the position shown in Fig. l, the same is ig vnited through the usual spark plug which causes the outer piston 19 to move upwardly and the inner piston 23 to move downwardly. As soon as the pistons are at their limit of motion the exhaust valve opens and as the pistons begin their return movement, the inner piston moving downwardly andthe outer piston upwardly, the combustion chamber will be exhausted through the open exhaust valve and continued movement of the crank shaft will cause the outer piston to again move upwardly and the inner piston to move downwardly, this will now cause a new charge to be drawn into the cylinder through the cani operated inlet valve 12. lVhen the outer and inner pistons have again reached their position shown in Fig. l the engine will then be ready for another eX- plosion to take place. y

It will be understood that the form of my invention herewith shownI and described, is to be taken as a preferred example of the same, and that various Changes in the shape, size and arrangement of parts may be resorted to without departing from the spirit of the invention, or the scope of the subjoined claims.

Having thus claim:

l. In an internal combustion engine, a cylinder' having an inlet and an 'outlet port combined, an outer piston movable in said cylinder, a port in said piston, said port being adapted to register with said cylinder port, a cross wally in said outer piston, an inner piston movable within said outer piston and at a point below said cross wall, a crank shaft mounted below said cylinder, and'sutdescribed my invention, I

able. cranks for imparting movement fromsaid inner and outer pistons to said crank shaft. y

2. In an internal combustion engine, a cylinder having an inlet and an outlet port combined,` an outer pistonmovable in said cylinder, a port in said piston, said port being shaped to register with said first-mentioned port, a cross-wall in said outer piston, an inner piston movable within said outer piston below said cross wallcranks for imparting movement from said inner and outer pistons to said crank shaftLa cylinder head attached to said acylinder so as to form a chamber above said cross-wall, a valve in said cylinder head, and means for controh ling said valve'. y

In testimony whereof I aflix my signature.

WILLIAM N. LONG. 

